Carbureter



Panted Apr. 5, MEL

2 SHEETS-SHEET 2 www3@ `UNITED STATES 'PHILIP'VIVIANO, 0F ST. LOUIS, MISSOURI.

CARBURETER.

Specication of Letters Patent.

Patented Apr. 5, 1921.

Application filed February 8, 1918. Serial. No. 216,127.

To all whom t may Gomera.' Y I Be it known that I, PHILIP VIVIANO', a

`'subject of theKin of Italy, and a resident of the city of St. cuis, State of Missouri, have invented new and useful Improvements in Carbureters, of which the following` is a specification, reference being had to the accompanying drawings.

My invention relates to carbureters, and has for its object to provide a carbureter adapted for use in connection with internal combustion engines, and one which will utilize water and water vapor in conjunction with fuel vapor and air to form an eX- plosive mixture.

. A further object of my invention is to produce a carbureter of this type wherein water and water vapor is utilized in such a way as not only to form part of the explosive mixture, thereby economizing in fuel, but so that the very use of such water and water vapor will tend in itself to cool the engine torthat extent, that the necessity of an individual cooling system will be materially reduced.

A further object is to produce a carbureter largely self-regulating under different con- 'ditions of atmospheric temperature and moisture, andiwhich will tend to eliminate carbon troubles.

A further object is to construct a carbureter of this kind in as simple', practical and ecient a form as possible, and one best adapted to meet practical requirements.

Tn the drawings wherein like numerals refer to like parts throughout the several views,'

Figure l represents a sectional elevation of my earbureter;

Fig. -2 is a sectional `view of the heating chamber of the carbureter taken on the line 2-2 in Fig. 1; V

ing valve;

Fig. 4 is adetail showing the relation and interplay of the thermostat lever in connection with the said reciprocating valve;

Fig. 5 is a transverse section taken on the line 5 5 in F ig. 4,-;

Figz is a plan view of the thermostat lever and mounting;

Fig. 7 is a side elevation showing the ensemble of ,my improved carbureter as attached to an engine,

Referring more particularly to the drawings, my carbureter is made up of the adja-u Fig. 3 is a detailA of the rotary reciprocat- 'y cently disposed tank fuel 1, and water tank 2. Within the same, I locate the floats 3 and 4 for control of the supply valves 5 and 6 located in the necks of the supply plpes 7 and 8, which lead to the fuel and water reservoirs. Betvv'een the said fuel and water tanks 1 and 2,1 locate a valve cylinder 9, same having a basal air inlet at 10, air bein admitted thereinto through the valve 11. t the upper end of said valve cylinder 9, I locate a rotary capv 12, which is slidingly locked on said valve cylinder 9 by means of a suitable screw cap- 13. This arrangement permits said cap 12 to be rotated upon the top of said valve cylinder 9.

Through the center of the said cap 12, T pierce the fuel inlet duct 15, said. duct being expanded funnel-like inwardly, so that the walls thereof form the valve seat 16 for the needle valve 17. This needle valve 17 is formed at the upper end of the valve stem 18, said valve stem passing downward through the center of the valve 11, and ending in the bearing 19. The valve 11 is threadedly mounted on the stem 18, so as to admit of adjustment for a greater or less supply of air, as may be required. Upon said valve stem 18 immediately below said needle valve 17,1 rigidly mount the beveled reciprocating rotary valve 20, the upper face of same being beveled as shown at 21 for' purposes which will be hereinafter described. `Immediately below the valve 20, and surrounding the valve stein 18, l mount the coil spring 22, the normal edect of which is to project said valves 20 and 17 upward, whereby the needle valve 17 would tend to close the fuel inlet duct 15, and the valve 21 would tend to lclose the fuel inlet port 23 and the water 20 may be either rotated or reciprocated upon its valve stem18 to vary the relative amounts 'of the fuel elements delivered to the channel' 29. The fuel inlet duct 15 leads upwardly through the channel 29, said channel 29 being extended in the branches 29" throughl theheating chamber 30. The heating chamber 30 is highly heated by means vof the exhaust from the engine passing int-o the chamber 30 through the pipe 31 and out through the pipe 32, whereby the fuel passing through the channels 29 and 29 is highly heatedv and drawn thence into the engine through the supply pipe 33. The

` floats 3 and 4 are so regulated relative to the Vto and connected at the point 42 with the lever 43. Said lever 43 is swingingly mount?,V

ed upon the casing of the carbureter at the point 44, and in turn controls the arm 45 through the connecting link 46. The arm 45 is in turn attached to and controls the cap 12 rotatably mounted upon the valve cylinder 9 as aforesaid which in turn rotates the valve 20.

From the underside of the cap,12, I extend upwardly into said cap12, the oppositely disposed, parallel and sliding pins 47 and 48 adapted to reciprocate within their chambers 49 and 50, said pins extending downwardly and rigidly connecting with the beveled end 21 of the valve 20, so that as said cap 12 is rotated to the right or left, the said pins 47 and 48 will in turn rotate said valve 20 in either direction, said pins 47 and 48 advancing or retreating from or into their respective chambers 49 and 50 as the valve 2() reciprocates in a Vertical di-l rection on its stem 18. From and upon the bearing 19 forming the lowerV extremity of the valve stem 18, I

connect the lever 51, same being pivoted at the point 52, upon the bracket 53 attached to the casing of the ca-rbureter. From the point 54 upon the opposite arm of the lever 51 extends the connecting link 55 running to the ordinary accelerator lever.

In operation, the suction of the engine draws fuel and water fromA the tanks 1 and 2 in the form of spray through the ports 23 and 24 upward through the fuel inlet duct 15, whence it passes through the l channel 29 into the chamber 30. It is highly heated in the chamber 30 and passes thence through the pipe 33 into the engine where it is exploded and operates said engine.

the engine becomes heated in operation, the exhaust passes into the chamber 30 and therein highly heats the fuel passing therethrough as aforesaid. As the heat of the engine increases, the temperature of the water 56 in the water jacket rises and affects in turn the thermostat 37, whereby the piston rodV 39 is thrust out carrying with it the rod 41 and controlling in turn through the connecting levers and links, the arm 45 of the rotating cap 12. The movement of said cap 12, pins 47 and 48, and valve 20 will be in consequence contra-clockwise, whereby the beveled fa'ce 21 of the valve 20 will be turned toward and tend to open the port 24 leading to the water tank 2, and will tend to close the port 23 leading to the fuel tank 1. In consequence, agreater supply of water will be drawn upward by the suction of the engine through the inlet duct 15, and into the chamber 30. This increased supply of water against the decreased supply of fuel will, of course, tend to cool the highly heated chamber 30, and passing thence into the engine will inturn tend to cool the engine itself, the effect whereof will be to lessen the temperature of the water 56, cause fthe thermostat 37 to retroact, and cause the arm 45, the cap 12 and valve 20 likewise to retroact, and turnl clockwise against itsformer action, thereby tending to open the port 23 and to close the port 24, and to increase the supply of fuel as against the supply of water, and to again superheat the mixed fuel in the chamber 30 as aforesaid.

It will be seen that by this mechanism the fuel and water are opposed against one another in such a way as to produce a balanced effect in the mixed fuel as same is drawn into the enginev for consumption, the relative coo1`` ness of the water tending to offset and to balance the relative heat of the fuel. It will be noted likewise that in operation the effect of the water would tend to cool the engine,

and that the relative heat of the fuel would be utilized. in such a way as to draw into the engine water in sufficient quantity to counter-act and balance the excessiveheating effect of the fuel.y The effect of this apparatus would, therefore, be to decreasethe fuel consumption, lessen the hea-t of the engine, and lessen the accumulation of carbon 1n the engine.

While Iv have herein described and set forth a certain specific manner and method of constructing and assembling the elements of my invention, it is understood that I may vary from the same in minor details not departing from the spirit of my invention, so as best to construct a practical device for the purpose intended.

What I claim to be new and patentable is:

1. carbureter comprising a plurality of supply tanks, a valve casing having spaced ports communicating with the said tanks` lsaid valve casing being also provided beyond :were:

said ports by the rotary movement of the valve for controlling the said ports.

'A carbureter comprising a` plurality of supply tanks, a valve casing having spaced ports communicating with the said tanks, said valve casing being also provided beyond the ports with a discharge outlet, and a combined rotary and reciproca-ting valve member comprising a body having a beveled face arranged to be carried to and from the said ports by the rotary movement of the valve for controlling the said ports and a needle valve carried by the said body and controlling the discharge outlet by the reoiprocation of the valve member whereby the volume of flow is regulated. f

3. A carbureter comprising a plurality of tanks, a valve casing having spaced ports communicating with the said tanks, said valve casing being also provided with a rotary cap having a discharge outlet, a combined rotary and reciprocating valve member operating within the said casing and having a needle valve to control the discharge outlet whereby the volume of flow is regulated and provided also with a beveled portion coperating with the said ports and adapted to control the same through the ro tary movement of the valve member, means for slidably connecting the valve member with the rotary cap and means for operating the cap. v

4. A carbureter comprising a plurality of tanks and an intermediate connecting portion provided with a chamber, a valve casing arranged within the said chamber in spaced relation with the walls thereof to provide an air passage, said valve casing being provided at the top with a discharge outlet and having spaced ports communicating with the said tanks, a combined rotary and reciprocating valve member adapted to control the discharge outlet and the spaced ports whereby -thevvolume of flow is regulated, means for operating the said valve,

v and a valve carried by the valve member for controlling the admission of air to the said air passage.

PHL-IP VIVIANG. Witnesses:

Jon LAPONE, CUEESTA PATTIE. 

